Review: Jeep Wrangler 2l turbo petrol
The new Jeep Wrangler embodies the sense of adventure and freedom that first made it such a popular vehicle.
Built with a brand new engine and fit with a host of updated features, the new Wrangler moves elegantly into the future of adventure, with its feet firmly rooted in heritage. Oliver Keohane got to grips with the famous seven-stripe grille on a launch route running through the Dunes of Vleesbaai and the rocky mountains of the Klein Karoo.
Jeep Wrangler fast facts
- Price: From R 1 199 900
- Engine: 2l four-cylinder turbo petrol
- Transmission: Eight-speed ZF automatic + low-range transfer case
- Power: 200kW @ 5250rpm
- Torque: 400N.m @ 3000rpm
- Fuel consumption: 11.1 – 11.9l/100km (claimed)
- Emissions: 250g/km
What are we driving and why is it significant?
It began in 1941 with the Willys MB – perhaps the most recognisable silhouette in off-roading history – and developed quickly into the first ‘Civilian Jeep’ (CJ). After over 40 years of re-engineering and redesigning, the CJ made way for the Jeep Wrangler in 1987. In 2025 South Africans meet the fourth generation of Jeep Wrangler, which is really the 8th generation of Jeep’s SUV 4×4 – a pioneer in the 40s, and to this day a fierce competitor and customer favourite in the 4×4 SUV segment. While the new Jeep Wrangler finds its purpose far from the battlefields of the cult-hero Willys, the design language has remained remarkably committed to its forefathers, with an ethos centred on adventure and the outdoors.
Related: Buying Used: Jeep Wrangler (2007 – 2017)
The new Jeep Wrangler comes in three spec levels; The Wrangler Sport, the Sahara and the range-topping Rubicon. Most significantly, the new range waves goodbye to the 3.6l V6 Pentastar petrol motor that has powered Wranglers for the last decade. Over two days of driving varied terrain, we got a good feel for how the new engine moves and drinks.
What is the 2l turbo-petrol Jeep Wrangler like to drive?
Well, that depends on which one you are driving and what the surfaces are. Naturally, we hopped into the first Rubicon model we could, not accounting for the fact that the superb 33-inch BF-Goodrich Mud Terrains, wrapped to a 17-inch rim, would not serve us as well on the first day’s road-heavy route from Cape Town to Calitzdorp as the Sahara model, fit with more road-friendly 18-inch rims and highway tyres. The mud terrains were a tax on fuel and the quiet of the cabin.
The Sahara was a significantly different driving experience, well-mannered, silent and stable on the tar, with a more agreeable fuel figure. Getting to highway speeds the vehicle revs on the higher side before a satisfying, smooth click into the next gear. A well-calibrated engine and gearbox allow for a composed power delivery and despite the Wrangler not having a diesel motor, the turbo-petrol has more than enough torque to move the sizable SUV. We experienced a fair amount of cabin noise, owing (outside of the MTs) to the soft tops on some models as well as the Wrangler’s (very cool) modular system – which allows the roof and doors to come off, and even the windscreen to be folded down with enough effort. This noise is heavily reduced in the Saharas and hard-top models, but if a lively cabin offends you, the Wrangler may not be the right lifestyle choice.
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The Rubicon was a joy to navigate over the long stretches of gravel that accounted for day two of the launch, which included a 4×4 route up into the rocky Rooiberg mountains and lots of sand. While the Mud-Terrains proved their worth off the road, the quality of the Wrangler’s new five-link, solid-axel suspension system is outstanding. The vehicles felt distinctly at home on the rougher patches, and the cabin experience as both driver and passenger was remarkably stable and comfortable. The OEM suspension was definitely a highlight. Another highlight was the dune driving out in Vleesbaai, where the Wrangler got to flex all its off-roading pedigree as well as its cool factor. Roofs and doors were removed, Alpine speakers pushed and a striking convoy ate up 12km of dunes on the beautiful coastal course.
While the highway manners were good enough, the Wrangler stars off-road. With this in mind, the choice between the Rubicon and the Sahara or Sport becomes pertinent, with the latter two designed to bridge the gap between city-slicker and adventurer, and the range-topping Rubicon focused firmly on off-roading pedigree. Over the two days, across all terrains, I noted an average consumption of 13.2l/100 km on the Sahara and a slightly scarier 16.8l/100km on the Rubicon.
What is new on the 2l turbo-petrol Jeep Wrangler?
Well, the 2l four-cylinder turbo petrol. What lies beneath the surface is a big change for a vehicle whose recent history is rooted in a six-cylinder oil burner. In compliance with emissions laws in the United States, all Wrangler models now come equipped with a 2l turbocharged petrol engine, which puts out 200kW and 400N.m of torque. Paired with an eight-speed ZF automatic transmission, this setup enables a claimed 0–100km/h sprint in 7.6 seconds. The Wrangler’s legendary off-road capability remains as such, thanks to its body-on-frame construction, five-link suspension, solid axles, selectable four-wheel high and four-wheel low drive modes and available electronic lockers. The Rubicon variant comes with a front locker and electronically disconnectable sway bar too. The range-topper also gains an extra edge with a full-float Dana rear axle, enhancing durability and consistent power delivery across rough terrain.
Related: Jeep’s New 2.0-Litre Turbo Wrangler Bursts into SA – Pricing & Specs
The Rubicon benefits from slightly improved approach, departure and break-over angles, at 36, 31.4 and 20.8 degrees respectively, while the Sport’s numbers read 34.8, 29.9, and 19.2 degrees and the Sahara’s sit at 35.4, 30.7 and 20.0 degrees. Ground clearance differs across the range too, with the Sport managing 232mm, the Sahara 242mm and the Rubicon 252mm. All models have a wading depth of 762mm and can tow up to 2495kg.
Visually, the biggest change is the refreshed seven-slot grille, drawing inspiration from the Rubicon 20th Anniversary Edition. With updated textures designed to optimise airflow, the new grille lends the Wrangler a subtle contemporary take on its iconic design. The new Wranglers will also come only as five-door models, with no plans for a short-wheelbase three-door variant.
Inside, Jeep has prioritised comfort and safety, making side-curtain airbags for both front and rear passengers standard. Blind-spot Monitoring, Rear Cross Path detection, adaptive cruise control, Drowsy Driver Alert, and Lane Departure Warning are notable additions among the 85 available features. A standout upgrade to the interior is the 12.3-inch Uconnect 5 touchscreen infotainment system, a very user-friendly system which now includes wireless Apple CarPlay and Android Auto. Rounding out the interior upgrades are 12-way power-adjustable leather front seats, further enhancing driver and passenger comfort.
The cabin’s layout remains rugged, with a welcome refinement. I enjoyed the analogue controls and the tactile quality of the chosen materials and controls. The removable doors feature nets rather than compartments, a stylish decision that proves practical too. I particularly liked the look and feel of the gear shifters. The Willy’s MB silhouette on top of the main shifter is one of six Easter Eggs dotted throughout the vehicle.
How much does the 2l turbo-petrol Jeep Wrangler cost?
- Jeep Wrangler Sport – R1 199 900
- Jeep Wrangler Sahara– R1 249 900
- Jeep Wrangler Rubicon – R1 299 900
What are the 2l turbo-petrol Jeep Wrangler’s rivals?
The Land Rover Defender should always be in a conversation when it comes to an off-roading rivalry with Jeep. While the new Defenders remain superb off-roaders, the luxury-oriented design moves the model further from direct competition with the new Wrangler, which retains the rugged, classic silhouette.
The likes of the Ineos Grenadier and GWM Tank 300 offer a similar package of capability, design and technology (as well as petrol options), and one could make a case for the Land Cruiser 70 series, though the Japanese 4×4 remains offers nowhere near the same comfort and technology as the Wrangler. The new Land Cruiser Prado is more in line with the Wrangler’s cabin and comforts. The obvious direct rival to the Wrangler is the Ford Bronco, which unfortunately remains a strictly left-hand drive vehicle, with no apparent plans for a move into South Africa.
Verdict
The new Wrangler is consistent with what you would want from the iconic nametag.
Sticking to a design language that pays homage to its off-roading heritage and previous generations, the latest Wrangler introduces necessary safety features and new technology, for a rugged but refined final product. There will be cries of despair at the forsaken V6 motor, but Jeep’s new offering is a refined and powerful engine in keeping with protocol and a general market move towards fuel efficiency and lower emissions.
Ultimately, a Jeep is a lifestyle choice as much as it is a mode of transportation, and the new Wrangler embodies the sense of adventure and freedom that first made it such a popular vehicle.
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